We ran into a cool FXR recently at Bennett’s Performance, but it sported a S&S Twevo Engine, basically a Twin Cam in a set of Evo mounting cases from S&S. We were intrigued. The bike, moto styled, was built by a customer, James Doerr, and Eric Bennett built the engine. He raced it at the Costa Mesa flat tracks last weekend and came in second. “It’s a monster,” said Eric Bennett.



“Unfortunately, we discontinued our Twevo engines about a year ago,” said Grant from S&S. “In fact, just last week, I scoured our ERP, the warehouse, and all the little nooks looking for Twevo parts. I found nothing.”

This Twevo configuration was the less expensive alternative allowing a builder to go Twin Cam, yet retain a strong Evo 5-speed transmission with a BDL primary system (available for almost any Evo/Twin Cam configuration), although in this case James went with a chain and Rivera clutch. Also, Wire plus wiring (shown here), allows any builder to bolt up a 48 mm Mikuni Carb (with an S&S intake manifold) a DynaTech ignition or any Evo ignition by using a BDL point cover.



Just a handful of parts are needed including a crank position sensor and a map sensor. A coil change is mandatory. All Twin Cams have single fire .5-ohm coils. Evos ran 3-ohm coils with electronic ignitions and 5-ohm with points, mostly dual fire. An Evo stator and rotor will bolt right in.



“Timken conversion is highly recommended for any Twin Cam performance application,” said Bruce.


The second alternative is to install an entire Twin Cam driveline in an FXR chassic with some frame modifications. This is more expensive, but will allow you to run fuel injection. It also has some drawbacks if you run a 6-speed, or a later model Twin Cam with substandard parts, which might force you to spit your cases and rebuild the lower end with Zippers or Dark Horse welded, balanced and trued lower end.



To some, the Twin Cam option seems attractive and BDL makes some components to allow a Twin Cam to run an Evo styled ignition, or so you can run a carb.



BDL Components

Part # BDL-CC-200 Cam end adaptor (Included in kit)



Part # BDL-CC-300 Special cam end bolt (Included in kit)
Part # BDL-CC-400 9934 seal (Included in kit)




INSTALLATION FOR TWIN CAM CAM COVER
BDL’s Polished Billet Aluminum Cam Cover will need an EVO style counter-clockwise rotation ignition to work properly. All pictures were taken on our cam cover cut away for easy viewing.
Pictured below is how the supplied seal must be installed, flat side of seal facing out.

The stock cam bolt and washer must be removed as pictured left and the washer (inset picture) will not be used.

BDL NEW TWIN CAM -CAM COVER
BDL’s Polished Billet Aluminum Cam Cover can be used with any aftermarket ignition and rotor cup system.




Here are a couple of alternative wiring systems from Wire Plus to help with your TwinCam into FXR configuration.




There is another alternative, and the more I think about it, the more I like it. This comment from Bruce Tessmer at S&S says volumes in this regard.


When it comes to cams and cam plates and oil pumps, let me say this about that!

You do need to remove that cam plate to check run-out on the (TwinCam) pinion shaft. A 2003 bike is probably not going to have a problem with run- out, but you need to check it. Late model bikes have a much greater chance of having excess run-out since the stock spec is currently .012-inch. Really!

The maximum allowable run out for S&S gear drive cams is .003-inch. When S&S sends out a flywheel assembly the run-out specification is .0005 or less, so you know they are going to be fine.

The less run-out you have, the less problems you will have with vibration and damage to the oil pump and pinion shaft bushing in the cam plate. In fact, you can make more power with a truer flywheel assembly because you can rev the engine higher!

We recommend removing the oil pump any time cams are replaced because you should replace the scavenge port O-ring. Some guys don’t replace it, but we’ve had enough customers with scavenging problems and the resulting oil pukage after a cam change that we now include the O-ring in our cam installation kits.

That O-ring gets stiff from heat and contact with oil, so it may not seal again if it is disturbed at all, so we recommend that you replace it. Of course it’s a good idea to inspect the oil pump for damage as long as you have the cam chest apart. At the end of the day, as long as you have the oil pump and cam plate out, why not upgrade them both?

–Bruce Tessmer
bruce@sscycle.com




I reached out to S&S regarding their new line-up of Evo styled engines and Grant Hillegass responded:

Our ”big-fin” V-series engines, like the V111 and V124 are very reliable, bullet-proof powerhouses. TC takeaways like bigger fins, piston oilers, our HVHP oil pump, press-together wheels, the stronger .927 wristpin, bigger TC-style heads and rocker boxes were all improvements to make this happen.

With all of that, I think the TC engine living in the EVO space became more of a novelty when compare to these EVO-styled alternatives. However! There is something to be said about the uniqueness of seeing a TC wedged into and EVO chassis!

It seems to me S&S has addressed any TwinCam improvements and still deliver the best of all worlds, the pure refinement of the V-Twin, the Evo format.

“TwinCam oil pumps work better than Evo jobs,” said Bruce. “They move more oil and filter it while in the engine.” But they can be costly to repair.




On the other hand here’s the info on the new S&S High Volume Evo oil pump:

FITMENT
• 1984-’99 big twins
• S&S V-Series engines

FEATURES AND BENEFITS

• No thicker than a stock pump
• Gears with fewer, but larger teeth provide increased oil volume for both supply and return sides of the pump
• Supply gears are 9% wider than stock and standard S&S oil pumps • 28% wider than stock return gears ensure proper crankcase scavenging, reduce drag on the flywheels, and eliminate oil carryover
• Increased scavenging capacity results in:
• Less oil in the crankcase
• Less oil carryover
• Equipped with a stock length oil pump drive shaft




Grant sent me complete descriptions of the new S&S engine series:

The new V111 motorcycle engine is designed for torque more than top end horsepower. The short 41/8-inch stroke is equal to the large 41/8-inch bore, which minimizes vibration. The relatively low lift S&S 585 cam and the single coil Sidewinder valve springs minimize valve train noise. This smooth, quiet, torquey engine is ideal for touring applications where vibration and noise can get old on a long ride, and a loaded bagger pulling a trailer can overtax a stock engine.

Fitment

1984–’99 carbureted chassis
Custom chassis designed for Evolution engines



Features and Benefits

Short stroke produces less vibration and longer engine life
S&S 585 cam and lightweight single coil Sidewinder valve springs reduce valve train noise
S&S forged rocker arms
Shorter than stock height engine makes installation easy
Chrome plated rocker covers, tappet guides, and gearcover



ENGINE
SPECIFICATIONS
Engine Name: V111
Displacement: 111-inch
Bore: 41/8-inch
Stroke: 41/8-inch
Camshaft: 585
Piston Type: S&S forged
Compression Ratio: 9.8:1


Options

Natural or wrinkle black powder-coat

Carbureted Engines (1984-’99)

S&S Super E carburetor with teardrop air cleaner

Ignitions:

1. Intelligent Spark Technology (IST®) ignition system

Knock sensing ignition control prolongs engine life by automatically adjusting timing to eliminate knock by learning and storing ignition requirements of the engine.

Guardian feature ensures proper engine break-in and protects engine with a 3 step break-in rev-limiter for first 24-hours of operation.

Logs engine data, diagnostic test codes and history items, which can be viewed via a PC when equipped with diagnostic cable and software part #55-5075

Extended three-year warranty

2: Super Stock ignition system

Protects engine with a 3-step break-in rev-limiter during first 24-hours of operation.

Logs engine data that can be viewed via a PC when equipped with diagnostic cable and software part #55-1271.

Initially configured for electric start, however, it is kick-start capable.

Two-year warranty




V124

S&S V124 engines are designed to replace stock Harley-Davidson Evolution big twin engines in 1984-’99 chassis. This is a single cam design engine, which has a similar configuration to stock, it’s just bigger and badder. The V124 engine is available for carbureted and fuel injected models, and in natural, black, and polished finish. All V124 engines now feature chrome billet tappet guides and gear-cover, electric compression releases, and show quality chrome plated die-cast S&S rocker covers.



Carbureted Engines

Engines for 1984-’99 carbureted models include an S&S Super G carb with a teardrop Slasher air cleaner cover and either the S&S Super Stock ignition system or the S&S Intelligent Spark Technology (IST) Ignition. V124 engines with the S&S Super Stock Ignition System carry a one-year warranty. For an extra year of warranty choose an engine with the S&S IST.

Engines purchased with the S&S IST ignition carry an extra year of warranty because we are confident that this ignition will prevent damage to the engine due to knock or detonation, or over revving during the break-in period. Engines with IST feature a special chrome billet gear cover and are available only with billet tappet guides.




Fuel Injected Engines

Fuel injected V124 engines for 1995-’98 models come complete with a Magneti Marelli style S&S Variable Fuel Injection (VFI) module, single bore induction with a teardrop air cleaner, and the S&S closed loop sensor kit.

Engines can easily be upgraded to S&S single bore tuned induction with a simple bolt-on induction kit. (See Section 5) The VFI system included with each fuel injected engine, comes with closed loop sensors and the complete S&S ProTune II software package.

Base maps for V124 engines with the most common exhaust systems are available on the software CD and from the S&S website. However, it is recommended that the VFI System be fine tuned at an S&S VFI Tuning Center.

Since we have added the S&S Closed Loop Sensor Kit to all VFI equipped engines, tuning is much easier and the amount of dyno time required to fine tune the engine is greatly reduced.

Which Induction System To Use?

Upper curves of this dyno chart show S&S VFI Tuned Induction System. Lower curves show S&S VFI Teardrop Induction System. Although these tests were performed on an S&S T124 engine, the results are identical for V124 engines.




Bore: 4 1/8-inch
Stroke: 4 5/8-inch
Displacement: 124 inches
Camshaft: S&S 640
Piston Type: S&S Forged
Compression Ratio: 10.8:1


There you have it, and a complete S&S engine you can purchase natural for around 5 grand. It is ready to bolt into your chassis, install one wire, oil lines and a gas line, and you’re down the road to the beach. Polished and wrinkle and chrome motors run about six grand.

 

 

This bike kicked off nearly 10 years ago. The original chassis and mock up built around a Shovelhead designed by Scott Craig.

The bike then slipped into my garage and was worked on periodically over the years to follow.

Amazingly I stumbled into Garage company one day. Yoshi, the owner, was offered a 1946 FL Knucklehead engine for a steal.
At the time, he had many Knuckleheads, so he was kind enough to pass the deal on to me.

The bike went through a few different types of front ends over the years including Narrow glide, Triumph pre unit, to eventually settling on a VL I-beam rear legs springer, a classic. In order to accommodate an original set of stelling & Hellings risers, graciously given to me by Kiyo, needing a bit of work, Kiyo then restored them to near perfection. The handlebars are original narrowed Flanders bent with internal throttles added, also handle by Kiyo in Gardena, California.

The motor and transmission were rebuilt by Kiyo.
The upsweep exhaust was custom made by Kiyo.
Small ripple sections exiting the heads were done by a friend Richard Reyes.

“Kiyo is becoming known as one of the ‘go to guys’ for Knuckle work,” said Kelly Dube, “as well as Panhead and Shovelhead engine work.”

Originally I had a tall Sissy bar on the bike and even though I really loved it, I ultimately decided
to go with a much lower sissy bar.

Very much a fan of Scott Craig’s moon cricket bike, I always loved the way it looked like a Schwinn bicycle.

Much to my surprise the moon cricket sissy bar was still in Scott’s Possession and he was kind enough to donate it to the cause, Along with the rear wheel from the moon cricket, as well.

Ultimately running into too many problems with fitment with the sissy bar, Kiyo decided to do a similar version from scratch. It is one of my favorite parts of this bike. The seat and P-pad were upholstered by Michael Maestas.

I was introduced to Michael through Scott Craig 10 years ago and I consider him a good friend.
Michael was Tony Nancy’s apprentice for nearly 15 years. Michael mostly works on high end automobiles these days, so I appreciate him doing such a small job for me !!

The seats are very well done bringing a 1960s show vibe to the bike. I intended to have Scott Craig paint the bike but he was traveling a lot at the time and I got impatient.

Remembering a previous offer from Michael to be introduced to Bill Carter to talk paint, Michael made the call. Days later we met and Bill agreed to paint the bike.

I was always a fan of the custom car Bill painted in the ‘60s called the Choosey Beggar. Bill remembered it well and agreed to do a vintage lavender pearl with candy purple fades. Bill and Larry Watson called this particular purple, Candy Ink.

Bill Carter is a legendary painter and drag racer and I’m honored he painted my bike. Bill has a problem with his knee and has difficulty walking, so out of necessity I ended up being his assistant throughout the paint job.

What an honor to see such a master at his craft
Bill is a genius !!! I am proud to also call him a friend …

Many hours were spent staring at placement of parts on this bike and always taking the time to create a relationship from part to part. Keeping it flowing was the objective!

“Brent did not want the Master Cylinder ‘hanging out in the wind,’” said Kelly Dube. “So, Kiyo put the old Hurst Airheart master cylinder, just aft of the oil pump. With very little room to work with, the Master Craftsman Kiyo, after several attempts, made the Master work with bends to the rod and running under the pipes and the crank case. This brake HAD to work because, no front brake!!!!!”

“Brent wanted it, Kiyo made it happen!!!!”

We Thought about every nut and bolt!!

Owner: Brent Rogers

Bike Name: 1946 Knucklehead

City/State: Los Angeles, CA

Builder: Kiyo – Kiyo’s Garage

City/state: Gardena, CA 90249

Company Info:
Address: 1508 W. 134th St
Phone: 714 414 3000
323-443-5738
Web site: kiyosgarage.bigcartel.com
E-mail: kiyogarage@gmail.com

Fabrication:Kiyo’s Garage

Manufacturing:Harley Davidson

Welding: Kiyo’s Garage

Machining:Kiyo’s Garage

Engine

Year: 1946

Make: Harley-Davidson Knucklehead

Model: FL

Displacement: 74 ci

Builder or Rebuilder: Kiyo’s Garage

Cases: OEM

Case finish:Polished

Barrels: OEM

Bore: Standard

Pistons: Standard

Barrel finish:Black

Lower end:OEM

Stroke: 74 ci

Rods: Standard

Heads: OEM

Head finish:Black

Valves and springs: OEM

Pushrods: OEM

Cams: OEM

Lifters: OEM

Carburetion:Linkert

Air cleaner:Ed Roth

Exhaust: Kiyo’s Garage/ Richard Reyes

Transmission

Year: 1946 Harley Davidson

Make: Harley Davidson

Gear configuration:4 speed Andrews

Primary: Custom Chrome Engineering

Clutch: Foot Clutch

Kicker: Yes

Frame

Year: Panhead

Builder: Harley-Davidson

Style or Model: Staight Leg

Stretch: None

Rake: None

Modifications:Plated/Molded

Front End

Make: HD

Model: VL Springer

Year: 1936

Length: 28-inch

Risers: Stelling & Hellings

Mods: None

Sheet metal

By:Kiyo’s Garage

Tanks: Wassell, Made in England

Fenders: English Rib Steel, Made in England

Oil tank: OEM Knucklehead

Paint

Sheet metal:Kiyo’s Garage

Molding: Bill Carter

Base coat: Bill Carter

Graphics: Bill Carter

Type: 1950 Vintage Lavender Pearl

Frame: Bill Carter

Molding: Bill Carter

Base coat: Bill Carter

Type: 1950 Vintage Lavender Pearl

Pinstriping:Danny D

Wheels 

Front:  

Make: Jones

Size: WMO 21-inch

Brake calipers:None

Brake rotor(s):None

Tire: Avon Speedmaster

Rear  

Make: Jones

Size: 19-inch

Brake calipers:Juice, with Hurst Airheart

Tire: Good Year Grasshopper 19”

Controls

Foot controls:Custom- Kiyo’s Garage

Finish: Chrome

Handlebar controls: Internal Throttle

Finish: Chrome

Shifting: Hand

Kickstand: OEM

Electrical

Ignition: Mallory

Wiring: Kiyo’s Garage

Harness: Owner

Headlight: Vintage, Maker Unknown

Taillight: Knucklehead

What’s Left

Seat: Michael Maestas

Mirror(s): None

Gas caps: Vintage

Handlebars:Flanders Narrowed with Internal Throttle

Grips: HD

Pegs: Custom Chrome Engineering (Randy Smith)

Throttle: OEM Knucklehead Internal

Specialty items:
Chrome by Supreme
Polishing by Boyles & Schneider

Credits:Special Thanks to
Kiyo at Kiyo’s Garage
Bill Carter
Jill Tomandl
Scott Craig
Richard Reyes
Michael Maestas
Yoshi at Garage Company

Comments:

Kiyos inspiration was derived and manifested from none other than Hideo “Pops” Yoshimura.

(Hideo “Pops” Yoshimura (October 7, 1922 – March 29, 1995) was a motorcycle tuner, race team owner and manufacturer of specialty motorcycle accessories. He is remembered for his ties to the beginnings of AMA Superbike racing and the Suzuki factory racing team. He was born in Fukuoka City, Japan.[1]

Yoshimura was called into military service during the Second World War where he was trained as an aircraft mechanic.[1] After the war, he began tuning motorcycles for American servicemen stationed in Japan and in 1954, he opened his first shop, with his wife and children helping him.[1] In 1971, he moved his business to Los Angeles at the beginning of the four-cylinder superbike era. He gained a reputation as an excellent motorcycle tuner.[1]

In 1976 the AMA introduced a racing class for production based bikes and Yoshimura established himself by entering fast, reliable Kawasaki Z1 bikes.[1] In 1978 he switched to Suzuki bikes and began winning races.[1] Steve McLaughlin won the 1978 Daytona Superbike race while Wes Cooley and Mike Baldwin won the prestigious 1978 Suzuka 8 Hours in Japan.[2] With Wes Cooley as his rider, Yoshimura claimed the AMA Superbike national championship in 1979 and 1980.[1] Yoshimura formed a close relationship with Suzuki and eventually his team became the official Suzuki factory racing team in the United States. His company experienced success as one of the world’s largest performance aftermarket sport bike exhaust manufacturers.[1]

Yoshimura died of cancer in 1995. He left a legacy as a master craftsman, tuner and fabricator and was one of the pioneering personalities of superbike racing.[1] In 2000, he was inducted into the AMA Motorcycle Hall of Fame.[1] His son continues to operate the company which still enjoys success in the AMA superbike class with rider Mat Mladin winning six championships in seven years, and Ben Spies winning the 2006-2008 championships.

Yoshimura celebrated its 60th Anniversary event at the 2014 Suzuka 8 Hours race in Japan. Kevin Schwantz and Satoshi Tsujimoto raced a “Pops Yoshimura” special race bike for the Yoshimura Legends race team.)

According to Kiyo, Pops was NOT just an excellent mechanic, he was almost godlike with his “spiritual” approach to all things mechanical and racing. The majority of Kiyo stems from Pops Yoshimura. Although the history books in the US will not say as much if any about the spiritualness of Pops, in Japan it is well known about Pops Yoshimura.

In the beginning, Pops got his start with British bikes…………………

What’s happening now at Kiyo’s Garage?

Kiyo is still working on and making his favorite engine, “The Knuckle” a runner and making them last as well.

If you want perfection and smooth running Knucks, Pans and Shovels, stop by and see Kiyo and his lovely wife/shop foreman and see what type of bike you can dream up and put together.

One sunny day Steve suggested we take a ride into the local wildlife reserve. All agreed it might be fun. Since Steve owns no motorcycle it was decided he’d ride bitch on my FLT’s large back seat.

It was late afternoon as we began the journey out of the park—which was every bit as calming as the ride in.

The days at Eden carried on in a tranquil blur of time’s passing, for these were some of life’s finest congenial moments.

One day, while drinking Cuban coffee in downtown Homestead, I befriended a black man. In conversation it came up that the economy crunch terminated his job and, with no money to replace his Softail’s bald rear tire. Jim had simply parked the bike in his apartment living room, where it sat idle for months. Although he still didn’t have shit for money, he needed some wind and was gonna buy that tire anyway. With no cash to pay shop fees Jim borrowed a small lift with which to pull the rear wheel and also put the battery on a charger. It became quickly apparent to me this guy had no real mechanical ability—just determination. If there’s anyone who understands the need for inexpensive wind it’s me, so I offered to come over and help. Jim agreed, but insisted he’d pay.

A day and time was set.

Later, back at the apartment, it took considerable effort to bring the Softail back to life, but in the end I was riding it around the parking lot. The bike ran beautifully.

As Tom and I moved to leave, Jim asked how much he owed. I said, “Nothing.” This didn’t seem to sit right with the guy and he offered $60. Again I declined.

As Tom and I walked away Jim shouted, “I’ll split it with you Scotty. How’s $30?”

I yelled back, “Hey Jim, you ever help someone out for no good reason at all?”

“Yea.”

“And how’d that make you feel?”

“Really good.”

“Well fuck you for trying to screw me outta that then!” We left.

As is the way of the drifter, each reality entered is only temporary and our days at Eden were nearing an end. Tom and I would attend the Daytona rally some 300 miles north and as the time grew near we tended to our bikes and equipment. However, from the first day at Eden I’d been hearing lunatic screaming from next door and Steve had promised to show me the cause of this commotion before I left.

In time a little round gazebo came into view. It offered a thatched roof, hammock, table, chairs, couch, electric lighting, and what looked like a family of people hanging inside. One man had a heavy camera around his neck and there was a pretty girl sprawled on the couch. Some kind of a photo shoot? It seemed our interruption was not really welcome, so I only grabbed a few inconspicuous photos as we passed.

Rest areas, some with little decks, table, chairs, and maybe an umbrella, were situated along the way and we took time to lounge, smoke, and talk excitedly, although Steve’s tone was more restrained since he’d been here many times.

It was late afternoon when we finally moseyed back to Eden.

The following morning Tom and I packed and readied the bikes. Today was an emotional departure, for Steve didn’t want us to go. But such is the fate of the drifter; for at times he will encounter very close friendships only to inevitably face the day he must leave them—hopefully to return again.

Life is full of twists and metal-flake turns. Dar Holdsworth is a non-stop individual who can’t ever give up on his dream to build class custom motorcycles. He’s a family man with a dream. As you know, it’s one thing for a brother to have a dream and run at it, smoke cigars, drink whiskey, and live in a seedy garage, but the picture is severely different with there are several mouths to feed, house, insure, transport and emotionally support.

Dar is one of the few to survive 2008 and the ensuing tough times. His mind kept churning out notions to keep his line of Brass Balls Bobbers alive, and he does it with panache and quality construction. His bikes have style, but he made every effort to deliver extremely high quality, exceedingly ride-able and reliable custom bikes. Like Harley and most manufacturers, when the economy tanked in America they reached out across the Atlantic and the Pacific for more vibrant and reliable markets.

Dar was fortunate to find a market for custom American-made scooters in China and Dubai. “This is our latest Classic Bobber we just shipped to our dealer in Dubai, Cafe Rider,” Dar said. “The bike is powered by an S&S V-111 and Rivera 6-speed tranny with an enclosed wet primary drive. The bike has our Brass Balls Retro Brake Calipers and springer brake hanger arm, which we are now selling to the public.

“Typically with our Softails, we mount the rear fender to the swingarm to keep the fender low for a cool, clean look. But it isn’t great for a passenger. So, at the dealer’s request, we made this bike passenger-friendly and machined our own struts to mount the fender high enough for rear wheel travel and customer seating.”

The Brass Balls Classic starts at $26,980. It was awarded 2009 Production Bobber of The Year by Easyriders & V-Twin magazines. This bike reflects old school styling, yet has a look all it’s own. It is set off with a Paughco Mustang styled tank, Knuckle bars and matching meaty rubber front and rear.

Some nine scooters, almost every Brass Balls style have been shipped to Dubai over the last two years. “There is a lot of wealth in Dubai, and it’s flashy,” Dar said, “but generally the very friendly and hospitable folks are middle class, like we are.” So the expanded price of an imported custom motorcycle can be daunting. Dar enjoys working with the folks in Dubai, but they face many of the same financial issues we do.

Dar headed in a couple of other business-related directions over the last couple of years. First, he started his bike kit program to provide affordable, quality bike kits to home dreamers. His kits answered lots of the past bike kit pitfalls, and give potential builders a phased approach, so they can kick off a dream build in financially doable steps, from the chassis, to the driveline, to the controls, and electronics. I believe he has five phases, all about two grand. He has four kit styles to choose from, including the Bobber, Chopper, Freestyle, and Classic.

He is also building on his Brass Balls product line and is scheduled to introduce a line of carbon fiber products in the near future. All along Dar’s bike-building journey, he’s supported veterans. During the toughest times, he snatched up veteran’s damaged motorcycles and refurbished them. If someone donated a bike, he restored it, then either raffled it and gave the proceeds to a veteran’s charity, or gave the bike to a veteran.

Dar is currently working with corporate sponsors to give a bike build Brass Balls kit to a veteran with PTSD. Anyone who wants to sponsor a kit is welcome. He will work with you to pick the appropriate veteran, and then Dar will work and help the veteran through the building process, which will be covered on Bikernet, and within several other sources.

There you have it. One brother’s Brass Balls Classic headed for the Middle East as a pure representative of American Freedom and quality ingenuity. What could be better?

In a long-awaited decision with ramifications that could affect all patch-wearing clubs, on September 16, 2015 Federal District Judge David O. Carter issued a dismissal of the government’s most recent attempt to seize the Mongols Motorcycle Club’s name and patch.

In the case titled United States of America versus Mongols Nation, Judge Carter saw the key legal question in the case as the “distinctness” between a “person” and “an ‘enterprise’ that is not simply the same ‘person’ referred to by a different name.”

In layman’s terms, the good news is that the government’s indictment is hereby dismissed pending appeal, which appears unlikely.

“We won,” said Richard Lester, a California-based attorney who has rallied support for defense of the patch forfeiture case through various Confederations of Clubs around the country and the National Coalition of Motorcyclists, organizations he helped to establish. “We didn’t win the day on key legal points, and the court’s decision didn’t make the statement we wanted to make in defending the patch, but we won.”

The protracted litigation against the Mongols MC on racketeering charges began October 21, 2013 when the indictment against the club was unsealed. Although the club won its first trial, the judge’s ruling was poorly written and welcomed the charges to be properly re-filed.

While the constitutionality of seizing the Mongols insignia — or the insignia of any motorcycle club — remains unresolved under the dismissal, Judge Carter did rule that the government cannot indict a club as an “enterprise” for racketeering without also indicting a group who can be actually punished; noting that the indictment makes “no meaningful distinction between the association Mongol Nation and the enterprise of the Mongols Gang,” which is good news for all motorcycle clubs.

The prosecution, and subsequent persecution, of the club as a whole was designed to bankrupt the Mongols with mounting legal fees, but money has been raised by both the Mongols club and through the “Save the Patch” effort launched by the COCs and NCOM, and the Trademark Defense Fund I will continue to accept donations until the enormous debt is retired or if needed for a governmental appeal.

CONGRESSIONAL MEASURE ADDRESSES MOTORCYCLIST SAFETY
A Congressional sub-committee has approved two motorcycle safety measures for inclusion in the federal highway bill; one to de-fund motorcycle-only checkpoints, and another to prohibit the DOT from lobbying on any pending legislation.

On September 10, the Subcommittee on Research and Technology of the U.S. House Science, Space and Technology Committee passed the two amendments to the “Surface Transportation Research and Development Act of 2015” to be incorporated in the House version of the surface transportation authorization bill.

Amendment No. 036 directs a study to be conducted to determine the most effective methods of preventing motorcycle crashes, and further bars federal funding to states to conduct motorcycle-only checkpoints until the research is completed.

Amendment No. 037 prohibits the Department of Transportation from lobbying on any pending federal, state or local legislation. The current “NHTSA Lobby Ban” only prevents the federal DOT from lobbying at the state level.

NTSB CALLS FOR COLLISION AVOIDANCE SYSTEMS FOR ALL VEHICLES
In a report released June 8, the National Transportation Safety Board outlined the life-saving benefits of currently available collision avoidance systems, and recommends that the technology become standard on all new passenger and commercial vehicles.

“You don’t pay extra for your seatbelt,” said Chairman Christopher A. Hart. “And you shouldn’t have to pay extra for technology that can help prevent a collision altogether.”

NTSB’s Special Investigation Report, “The Use of Forward Collision Avoidance Systems to Prevent and Mitigate Rear-End Crashes,” stresses that collision avoidance systems can prevent or lessen the severity of rear-end crashes, thus saving lives and reducing injuries.

According to statistics from the National Highway Traffic Safety Administration (NHTSA), rear-end crashes kill about 1,700 people every year and injure half a million more. More than 80% of these deaths and injuries might have been mitigated had the vehicles been equipped with a collision avoidance system.

Citing slow progress as a major safety issue, the report notes that a lack of incentives and limited public awareness has stunted the wide adoption of collision avoidance technology.

MISSOURI MOUNTED PLATES
In a measure signed into law on July 13 by Missouri Governor Jay Nixon, SB254 modifies provisions relating to motor vehicle license plates, allowing trailer and motorcycle license plates to be mounted horizontally or vertically on the left rear of the motor vehicle.

NEW YORK ADVENTURE LICENSE PLATES
The New York State DMV has unveiled the 9 new “I LOVE NY Adventure Custom Plates” designed especially for motorcycles. There are three themes (hunting, fishing, and parks) for a total of nine new designs that are available to anyone holding a valid Department of Environmental Conservation sporting license or Parks Empire Passport.

The NY DMV also offers custom motorcycle plates for military and veterans, police organizations, medical doctors, the AMA and HOG. Historical and vintage motorcycle plates are also available.

PAINTED MESSAGES AT ACCIDENT SCENES TO SPARK AWARENESS
Coroners in six counties in North Carolina will soon use a stencil to spray paint on the road a cross and message that says; “Look Twice Save A Life” at the scene of all deadly motorcycle accidents.

Anderson County Deputy Coroner Don McCown said he hopes this warning message prominently displayed at fatal accident sites will increase awareness and decrease the number of accidents involving motorcycles.

ALLSTATE DONATES WARNING SIGNS AT DANGEROUS INTERSECTIONS
Allstate insurance company and its engineering partners are working closely with local traffic authorities to review available crash data and to identify intersections with a high number of multi-vehicle crashes involving motorcycles. Allstate then donates warning signs to be installed at the site with the intent of elevating awareness of motorcycle incidents that would not be readily apparent to a driver.

The warning signs used in the campaign are yellow diamond warning signs that read “Watch For Motorcycles.” Allstate worked in conjunction with the Federal Highway Administration to design the current sign to ensure compliance with section 2A.06 paragraph 13 of the M.U.T.C.D.

The NHTSA (National Highway Safety Administration), in their Fatality Analysis Reporting System, supports the Hurt Report’s findings, showing 46% of all multi-vehicle motorcycle crash fatalities (8,107 out of 17,470 fatalities from 2006-2012) occurred at intersections. This data shows that, on average, three motorcyclists are killed every day from multi-vehicle crashes at intersections in the US.

MOTORCYCLE HELMET CAMERAS “ILLEGAL” DOWN UNDER
A motorcycle rider “down under” unsuccessfully challenged a citation for using a camera attached to his helmet, setting an important legal precedent for riders in the Australian state of Victoria.

Victorian police cited a technicality within the rules to argue the camera was an “unauthorised alteration” to an otherwise Australian Standards-approved helmet. Items that protrude more than 5mm from the helmet surface are deemed illegal attachments, the police argue, and therefore render the helmet non-compliant with the Australian Standards.

In other words, as far as Victoria Police were concerned, it’s as if the rider wasn’t wearing an Australian Standards-approved helmet at all. In all Australian states and territories, motorcycle riders must wear a helmet approved by Australian Standards while riding.

As a landmark ruling by a Victorian court, the decision effectively bans motorcycle riders in that state from wearing helmets with cameras attached, but meanwhile police in other states enforce the laws much differently.

So while riders in Victoria are now fair game and have even reportedly been fined for attaching tinted visors to their helmets, and New South Wales police have already been targeting riders for wearing cameras, police in Western Australia and Queensland wear helmet cameras themselves — the very act that has seen motorcyclists fined in NSW and, now, Victoria.

CIVIL FORFEITURE LAWS LEGALIZE PROPERTY SEIZURES
The recent attempt by the government to seize the patches of motorcycle clubs has focused attention in the motorcycle world on civil forfeiture laws. What started off as a measure to cripple drug kingpins and crush their criminal empires by confiscation of their property has morphed into an often abused law enforcement tactic that harms blameless citizens.

“Civil forfeiture” is the legal procedure which allows police to seize property suspected of being related to a crime, and in testimony given before a citizen commission, one police chief was surprisingly frank in referring to assets seized as “pennies from heaven,” and said the money acquired was sometimes used to buy “toys” that the department could not usually afford.

Under state and federal law, police departments can seize and keep property that is suspected of involvement in criminal activity. Unlike criminal asset forfeiture, however, with civil forfeiture, a property owner need not be found guilty of a crime — or even charged — to permanently lose their cash, car, home, or other personal property merely on suspicion that a crime might have been committed.

No hearing is held prior to seizure, which occurs abruptly without any notice or warning whatsoever. Although civil forfeiture doesn’t draw criminal charges against the owner, it does deprive him of his property without due process based solely on an officer’s “reasonable suspicion,” and a portion of the assets seized typically is retained by the police departments who seized the property in the first place.

In 2012, $4.5 billion was acquired via civil forfeitures in tens of thousands of instances nationwide, and in most cases the value of the assets seized was less than what it would cost to hire an attorney to go to court to win it back.

Asset forfeitures have been abused by many police departments, but like the Mongols MC and other motorcycle clubs, citizens are starting to fight back. Americans from all sides of the political spectrum have started to expose the dangers of civil forfeiture, and members of Congress from both sides of the aisle have introduced legislation to reform the federal civil forfeiture laws. Reforms of state laws have also been called for.

QUOTABLE QUOTE: “If you do not take an interest in the affairs of your government, then you are doomed to live under the rule of fools.”
~ Plato (428-347 BC) Greek philosopher, student of Socrates and teacher of Aristotle

Stepping out of the box, Steve grafted in a 1960s Honda Bentley headlamp. The rebuilt motor, fed by a single Amal Concentric carb allows for a two-into-one ram air type system Steve designed. The motor also wears custom chrome originally done back in the day and now gleams again popping nicely with acrylic polyurethane PPG Austin Healy car black.

Raffle tickets are available via the VVMC website, from individual club members and also at Deus ex Machina, the shop the scene for the unveiling of the bike on this past Friday night.

The VVMC
In 2007 a group of local bike fans were looking for a good party complete with cool bikes plus hot food and equally hot music. Not finding what they wanted and with backgrounds in a variety of professions…graphic artists, engineers, musicians, film makers, bike builders, computer geeks, the decided to “build” the party themselves. Like they say, if you want to do it right, do it yourself, so they founded the Venice Vintage Motorcycle Club which over the years has orchestrated one of Southern California’s most popular bike party/shows/rallies, including the upcoming 2015 shindig. More raffle info: www.venicevintage.com

Previous VVMC Raffle Bikes

2014 VVMC Raffle bike
In “real life” Scott Di Lalla is a film maker including the award winning motorcycle documentaries Brittown and Harbortown Bobber. In this case he spent a summer wrenching together the VVMC raffle bike based on a 1973 CB350G. The donor bike was provided by Shannon Sweeney of SS Classics. Scott named Skyler based on the sky blue color theme. Scott and his buddies then tackled a complete ground-up build in his home garage aiming for the “Street Tracker” look. Parts sponsors included Steel Dragon Performance, Andrews powdercoating, Buchannan’s wheels, Hagon shocks, Kelly’s Machine Shop, Dean’s Metal Polishing, One Too Many upholstery, Sudco International, Forking by Franks plus Joel Meyer England spraying the custom candy paint.

2013 Raffle Bike
Shannon Sweeney of SS Classics created this stunning Honda CB 160R café racer for the VVMC’s first raffle bike. After finding an original 1965 running “basket case” with 4300 miles Shannon did the full nine yard rebuild while focusing on keeping the bike 100% 1965 (minus the new Avon tires). Says Shannon, “Basically I wanted to reproduce a 160R race replica complete with rear sets. I was able to make that happen by utilizing the adjustable factory magnesium foot peg mounting system from a ’65 Honda Super Hawk.” Hagon fabbed the custom shocks stock original seat was modified for the factory race look while the paint is a Scarlet Red by WAAG Powdercoating with brass accents since proceeds were going to benefit the local fire department. More info re Shannon’s activities via www.ssclassics.com

“I see the beauty inherent in nature, even in the face of destruction, and from that vision, I create more life.”
-Gunner Johnson

In 1990, with no prior experience or formal training, he began drawing, painting, and sculpting. In Gunner’s words, “I opened a door and found a sky.”

“Sky” being his world of art. A world of intricate design and detail, of strange objects and subject matter, challenging juxtapositions of dark and light, and of torch and steel.

Check out my latest toys on You Tube below – “Heavy Metal Toy Factory”

Available For:
Sales
Rentals
Gallery Exhibits
Metal Work & Repair
Leather Work & Repair
Jewelry-Carving
Graphic Design
Photography

Last year my wife and I joined a new Sunday School class that had a common interest, motorcycles. It is called Humble2Road, a class out of Humble area’s First Baptist Church here in Humble, Texas. I was not very excited about the class as I pictured a bunch of dorks, who would be riding motorcycles for the first time, going out on goofy rides together listening to their silly stories about approaching a “real” biker at gas station or restaurant.

Reluctantly, I joined the class and spent most of the time listening and watching. Because of my job, or kids’ sports, or basically any excuse I could ever come up with, I ducked attendance almost every week. I did attend a couple of the rides over the past year, and was surprised by the group, as they were not like I expected at all. To be honest, every time I have been around any of them, I have generally felt uplifted and left feeling better than I had before…it was kind of weird.

Wednesday last week, I received a phone call from a close friend whose sister-in-law had tragically passed away. Terry has been a close friend of the family for years. He’s an ex-Marine who is also a 2nd degree black belt in Taekwondo at the same school my wife and I trained at in Henderson’s ATA.

He is well known in the area, as a stand up guy, who would do anything he could to help anyone who needs it, helping me personally on more than one occasion. He asked if there was any way I could arrange for a few bikes to lead the funeral procession that Saturday in Nederland, Texas, a ride of close to 100 miles one way. I told him I’d take care of it and get back with him as soon as I had more information.

I made a few phone calls and was immediately hit with more excuses than I could describe, even if I was trying to. Nobody was available to make the ride.

Four more of my buddies showed up at the funeral home from nearby Beaumont to bring the total to 22 bikes! The stand-up group really helped the family by their show of support, and I couldn’t begin to describe their gratitude. This was a special trip, and I was amazed by the support from this class.

These are the stories I’d like to share as this group is interested in missions and sharing Jesus through the use of motorcycles and a love for riding. I don’t see how this can be a bad thing and would love to include something about it on Bikernet. Can I bring a little Christian light to you scurvy bastards.

It seems so many bikers today try too hard to be tough guys, when you really don’t need to be. It’s significant every now and again, to be a part of something good without having to go home and pray for forgiveness afterwards. LOL!

–Johnny Humble

Hey, okay I’ll let you have your day, but don’t call me El Bandito. You’re from Texas, goddammit. I look forward to your stories. As bikers we believe in brotherhood and the code of the West, but sometimes spiritual guidance helps understand life on a deeper level.

–Bandit

A brother went down recently and we needed to pick him up dust him off, correct his motorcycle and launch him on a run to Vegas Bikefest with a couple of other hard-riding Dyna pilots.

James is the master ceramic tile man around the Bikernet Headquarters, and he also dabbled at becoming a 5-Ball Leathers dealer rep. He was also a 5-Ball apparel model last year. He had to help.

We also ran across an issue with a very old brother who owns Samson Exhaust, Kenny Price. He moved his entire operation to Sturgis, South Dakota. Then he married a woman from Vegas and was pulled in too many directions. Plus, he struggled trying to find hard-working motorcycle enthusiasts in South Dakota to work in the Samson coal mine, miles below the surface of the Crazy Horse Monument. It had something to do with difficult breathing apparatus and American Indian burial grounds. The impact to his company was daunting and Buck Lovell, Bikernet Bagger Senior Editor and the Bikernet editorial squad stepped up to help.

This install would assist on two fronts. James reached out to Buck and ordered this set of Legend Series “Pomonas” …. traditional style, staggered low exit exhaust pipes (right side). Samson Exhaust system part number D1-931 for 1991-2005 Dyna Glides.

The head pipes are 1 3/4 inches in diameter for about 24 inches long, which end in a 2 1/4 inch X 10 inch long baffle pocket. Baffles are included.

Samson part number A-133 (flange kit):

Show chrome flange kit with snap rings and locking serrated exhaust stud nuts. The flanges are thinner than stock, yet made of steel and are stronger than stock. The thinner cross section allows more convenient installation of the exhaust stud nut onto the exhaust stud.

A-144:

Genuine Samson tapered crush style exhaust gaskets for a secure, leak-proof pipe installation.

“Actually, removable baffles are not included with the D1-931 Dyna Glide Fl-931 (Bagger Road/King),” Buck added, “or the S2-931 (Softail) exhaust pipe systems.”

This tool from JIMS is a massive helper with any exhaust system install: No. 747 Exhaust Pipe Retaining Ring Installation Tool.

JIMS Exhaust Pipe Retaining Ring Installation Tool quickly and easily installs the exhaust pipe retaining ring onto the head pipe. Easily installed without bending, twisting, or launching the retaining ring across the garage and without scratching the finish on the exhaust pipe.

Just insert the cone-shaped tool into the head pipe and place a lubricated retaining ring onto the cone. With the driver tool and a soft mallet, one tap will expand the ring and pop it over the raised part of the exhaust pipe.

MSRP is $81.00.

JIMS No. 747 – For all 1984 to present Big Twins and 1986 to present Sportsters. For more info, contact sales@jimsusa.com, visit www.jimsusa.com, or call (805) 482-6913.

James was damned excited, since he was faced with sort of a deadline to hit the road for Vegas Bikefest 2015. He was even more jazzed when the pipes arrived just two days after the order was placed.

He called on his brother, Jeremiah Soto, Bikernet tech associate and a member of the Bikernet 5-Ball Racing Team. Jeremiah is a brother who always steps up to help anyone.

“On a scale of one to ten,” Jeremiah said, “this install was a three, a breeze.” He went on to point out how complete the instructions were and how they helped in maneuvering the pipes into place for the proper fit.

Let’s hit the process: 

First, they removed all the heat shields. Sometimes some WD-40 on the clamp screws the night before saves time and effort.

Remove the nuts holding exhaust flanges to cylinder heads. We often recommend purchasing a new set of 5/6-fine flange nuts if they don’t come with the kit. In this case, all the fasteners were included in the special Samson flange kit.

They removes the bolts holding pipes to stock mounting bracket or brackets. They set them aside, so they were handy.

They removed pipes from the bike and then the stock mounting bracket from the transmission.

They carefully removed the flanges. This is where the JIMS tool comes in handy. JIM also has a handy tool for installing the fiber exhaust gasket.

According to the bike owner, James Conway, all the fasteners were included in the kit, but that might not always be the case, and flanges, snap ring, and transmission bracket will be used on new pipes.

Actually, Samson offers two support kits and supplied us with both. One is the exhaust gasket kit mentioned above, and a flange kit. Samson flanges are 1/3 the thickness of stock exhaust flanges, which makes installation a breeze. Both of these kits were included in this installation.

James and Jeremiah jumped at the installation process. The Samson father/son team recommends not to tighten any fasteners during the initial installation. “To ensure proper fit and alignment, all bolts and brackets are tightened at the end of the procedure,” said Mr. Samson.

They slid the new, thinner Samson flanges onto the pipes and installed new hearty snap rings. You need to be careful of pipe finish during this process and the JIMS tool above comes in very handy.

They installed the transmission bracket to the transmission using the stock fasteners and the supplied 5/16-inch, 18-thread bolts 1-inch long.

They loosely attached the front pipe to the front head with two new, special Samson locking 5/16 fine flange nuts. Then they handled the same operation to the rear pipe. “The whole process took about 10 minutes,” James said.

Then they slid the 5/16 carriage bolts through the slotted holes on the back of the pipe mounting brackets. They attached them to the bracket with flat washers and 5/16 Nylock nuts.

Starting at the heads they began to tighten the pipes, working back, while keeping an eye on alignment. James and Jeremiah ran through this process a couple times. Starting at the heads keeps the gasket seal the priority. If they started at the back, the gasket might be misaligned and not seal when they reached the heads.

Final Samson Alert

Adding a free flowing exhaust system may require rejetting the carburetor. Lean carb settings are common on stock bikes, so any change could cause a problem. Lean settings are a major factor in exhaust discoloration and potential engine damage.

Samson systems are designed around stock engine and OEM frame configurations. After installation, clean the system thoroughly before starting the engine. The slightest heat will burn any grease, oil, or pancake syrup into the pipe finish.

“Fortunately, the Samson exhaust complete pipe shields keep their pipes protected from almost any heat damage,” said Jeremiah.

SOURCES

Samson Exhaust

JIMS Machine